Cabs derive their name from the cabriolets de place introduced into England from Paris at the beginning of the present century. As early as 1672, we are informed, on the authority of Count Gozzadini, that cabriolets, or rigs with hoods, 'an affair with a curved seat fixed in two long bending shafts, placed in front on the back of a horse, and behind on two wheels,' were introduced from Paris into Florence, where they so rapidly increased that in a few years they numbered over one thousand.
These vehicles appear to be the original of the carriole of Norway, the callese of Naples, and the volante, a hooded gig on two very high wheels, of Cuba. In Paris the cabriolet de place was introduced about the middle of the 17th century by Nicholas Sauvage, whose residence in the Rue St Martin at l'Hôtel St Fiacre has given the name of fa cres to the public carriages of that city. In 1805 Messrs Bradshaw and Rotch obtained licenses for eight cabriolets which were started in London; and a newspaper of April 23, 1823, states that 'cabriolets were in honour of his majesty's birthday introduced to the public this morning. They are built to hold two persons inside, besides the driver (who is partitioned off from his company), and are furnished with a book of fares . . . which are one-third less than the hackney coaches.' These two-wheeled cabs, built by Mr Davies, had a body somewhat similar to the 'hansom,' but smaller, the forepart of the head being capable of being folded. Their number was, owing to the opposition of vested interests, at first limited to twelve. They were painted a yellow colour, and stood for hire in a yard in Portland Street, Oxford Street. They speedily acquired great popularity, and in 1832, when all restrictions as to numbers were removed, had reached a total of sixty-five. Ultimately they displaced the hackney coaches (public vehicles are still officially designated 'hackney carriages'). First used in England about 1605, these were chiefly the discarded carriages of the nobility utilised and licensed for public use. In 1625 their number was restricted to fifty, thirty-seven years later they had increased to 400, when the government began to impose a tax of £5 upon each vehicle, and in 1715 their total reached 800. By reducing their size, and building the under-carriage shorter than those of the nobility, great improvement was effected (1790). 'Hackney' (Chaucer, hakeney, old Fr. hacquenée, 'His hakeney, that was a pomely grice,' The Prologue of the Chanounes Yeman, line 6) is by Professor Skeat supposed to be ultimately derived from two Dutch words signifying 'a jolting nag.' Pepys, in his Diary (1662), speaks of riding his hacquenée to Woolwich. Some, however, state that the name originated from Hackney, formerly a suburb of London, where the first hired coaches were accustomed to start from. The cabriolet de place, which, as we have seen, gradually displaced the hackney coach, was itself succeeded by a cab patented by Mr Boulnois. It was drawn by one horse, and carried two passengers facing each other, the driver being seated on the top, the vehicle having a door behind like an omnibus. This falling out of fashion, a larger cab, of the brougham type, but smaller and plainer, for two people, came into use in 1836. From this design the present Clarence four-wheeler is constructed.
The introduction of the hansom patent safety cab, named after the inventor, the architect of Birmingham town-hall, marked a new era in rapid street locomotion. The patent was taken out in 1834, and originally consisted of a square body, the two wheels, about 7½ feet in diameter, being the same height as the vehicle. Numerous improvements were made upon this, and in 1836, a fresh patent being taken out by Messrs Gillett & Chapman, a company was formed for establishing hansom cabs. Since that time there has been a steady advance made in the construction and appointments of the 'hansom.' Those introduced by Lord Shrewsbury claim special notice for their convenience and smart appearance. The most recent improvement consists of a folding framework hood, which permits the vehicle to be used either open or closed. An endeavour has also been made to introduce cabs with india-rubber tires, and they are steadily increasing in numbers. A three-wheeled cab, a new invention, was licensed in 1887.
The cabs of foreign countries and the chief towns of Great Britain have their own peculiar features and police or municipal regulations, the latter under the Town Police Clauses Act (10 and 11 Vict. chap. 89). The Metropolitan Streets Act, 1867 (30 and 31 Vict. chap. 134), consolidated and amended previous acts relating to cab and vehicular traffic in London, under the direction of the chief-commissioner of the police. Special regulations are in force under the Metropolitan Public Carriages Act, 1869 (32 and 33 Vict. chap. 115), for granting licenses, the inspection of cabs, and the qualification of the drivers, who must (prior to being licensed) submit a certificate of character, signed by two ratepayers, testifying to personal knowledge of the applicant extending over two years. Lost property found in cabs must within twenty-four hours be taken by the driver to the nearest police-station, the cabman receiving, if the property be claimed, a pro rata recompense. By returns made in 1886, there were in London 3997 four-wheeled cabs and 7020 hansom, with 14,852 drivers. The tax paid amounted to £20,002. The cost of a four-wheeled cab and horse is about £100. Cabmen's shelters (of which there are 40 in London alone), founded 1875, to afford drivers accommodation and shelter when on the stands, have proved of great service to the men, and have greatly promoted habits of sobriety. The Cab-drivers' Benevolent Association (founded 1870) grants annuities, and gives legal and pecuniary assistance to cab-drivers and their widows. A Home of Rest for Horses (founded 1887) provides rest for overworked cab horses. The organ of the cab interest is The Hackney Carriage Guardian (weekly).